Airship.



B. M. BESKOW.

AIRSHIP.

7 APPLICATION FILED MAR.16, 1909 1 31 904 Patented July 9, 1912.

5 SHEETS-SHEET l.

Mineweav B. M. BBSKOW.

AIRsHIP. APPLICATION FILED MARJG, 1909.

' Patented July 9, 1912.

5 SHEETS-SHEET 2.

B. MfBESKOW.

AIRSHIP.

APPLIOATION FILED MAR.16,1909.

B. M. BESKOW.

AIRSHIP.

APPLICATION FILED MAK.16,1909.

Patented July 9, 1912.

5 SHEETS-SHEET 4.

Wine .5868.

B.- M. BESKOW:

AIRSHIP.

APPLIUATION FILED run. 16, 1909.

LQ3LQQQQ Patented July 9, 1912.

6 SHEETS-SHEET 5.

[nwen 601:

snares rairnr ornron BEBNHARD MONTGOMERY BESKOW, OF NEW YORK, N. Y.,ASSIG'NOR 0F ONE-FOURTH TO CHARLES S. CHAMPION, 0F BROOKLYN, NEW YORK.

AIRSHIP.

earner.

Specification of Letters Patent.

Patented may a, rare.

Application filed March 16, 1909. Serial No. 483,795.

the principal object ofthe invent-ion beingto provide 'means forautomatically -maintaining the equilibrium of the machine bothtransversely and fore and aft when the planes thereof are acted upon bystrong transverse or fore and aft air currents tending to destroy thatequilibrium. This feature of the invention is directed chiefly to themaintenance of equilibrium in the direc tion ofthe transverse axis ofthe aeroplane but also includes the maintenance of equi-' librium in thedirection of the longitudinal axis of the machine.

In connection with the means employed by me for automaticallymaintaining the equilibrium of the aeroplane I also prefer to employmeans for automatically preventing such action except at such times asthe air pressure tending to disturb the equilibrium of the machine risesabove a certain predetermined point. The equilibrium of an aeroplane ofgood construction, such for ex ample as one of the Wright type, is notseriously aifected by ordinary gusts of wind striking the planes ofthemachine from either side or from either end of the machine. It isonly when the wind blows withv considerable force from one of thesepoints that it is necessary to bring into operation means forautomatically counteracting the tendency of such air current to disturbthe equilibrium of the aeroplane Until the air pressure reaches andpasses a certain predetermined point, readlly determined in prac ticsand dependent upon the we1ght of the machine, the area of the planes,etc., it is unnecessary to bring into action any automatic means formaintaining equ librium. For

this reason I make use of means for re:

sisting the tendency of any air currents, except those exertingexcessive pressure, to operate the means for automaticallymaintaining-the eqailibriumof the machine. In

the preferred construction I employ one or more controlling planes solocated as to receive the thrust of the air current and cause anautomatic adjustment of one or more planes on the-machine, preferably ina manner analogous to the manual adjustment of the side planesheretofore employed for maintaining manual control of the'equilibrium ofthe machine. In conjunction with such controlling plane or planes I maymake use of a spring of suitable tension, adjustable within properlimits, for preventing any relative movement of said control-- lingplane or planes unless the wind pres sure rises above a predeterminedpoint, thus preventing the automatic action for main taining equilibriumuntil thewind pressure rises above that which would dangerously affectsuch equilibrium. This auxiliary means is also an important feature ofthe present invention.

The framing. of aeroplanes heretofore;

used has not combined in a thoroughly satisfactory manner the essentialelements of lightness and strength, and an important feature of thepresent invention is the provision of an improved framework so braced asto oppose greater resistance to the strains of the load borne by it andto the action of strong winds thereon than has been the case heretofore.In the .franrework emplbyed by me the framing is braced laterally by aseries of connected'arch'es lying preferably in .a common plane and soconnected as to oppose great resistance to pressurefrom every point,these arches being preferably con-f nested in such a' manner that eachis tangent to every other plane.

Other features of the invention relates to improved means for steeringthe machine "and maintaining-manual control of all its movements, and toan improved type of ipropeller, propeller-frames, motor-frames, etc, bymeans of which greater rigidity of the principal operating parts andsupport ing framing is obtained than heretofore.

This and other features of the iiwention which will be hereinafterdescribed and claimed are illustrated in the accompanying drawings, inwhich- Figural is a plan of a flying machine of the aeroplane typeillustrating one embodithat lies in the sametion; Fig. 2 is a ig. 3 is arear elevation of the same; Fig.

ment of the various features of my invenside elevation of thesame;

l is a perspective illustrating a modification of the means formaintaining the equilibrium of the aeroplane in the direction of itslongitudinal axis; and Figs. 5, 6 and? are details illustrating on anenlarged scale the manual controlling means preferably employed forsteering the machine, changing the positions of the side and'end'planes.to maintain equilibrium, etc.

Siinilar characters designate like parts in all the'figures of thedrawings.

In most respects my improved aeroplane is or may be similar toaeroplanes that have beenput into successful use. The essential featuresof the Wright type of machine, for example, may be employed, exceptas-it may be necessary to modify them to adapt'the various features ofmy invention, thereto. Thus, the framework, which is designatedgenerally by 2, may be of the open box-like frame type employed in theWright type of aeroplane, thevarious members of the frame beingconstructed preferably of light metallic rods or tubes suitablyconnected y brazing or otherwise. On this main frame 2" will be mountedthe motor (not shown) and the propelling mechanism operated thereby. Thepropelling mechanism will usually include one or more rotary propellers,here shown as two in number, suitably mounted on the framework. In orderto balance the parts two are illustrated, one at each side of the motorframe and operators station, these propellers being preferably mountedin annular frames suitably connected with the motor frame. The mainframework as a whole is illustrated herein as including three main framepieces par allel with each other and disposed transversely of themachine. Each is made up of a pluralityof arched pieces lying in acommon plane and so connected as to give great stiffness to theframework. in the direction of its transverse axis. The three framepieces just'referred to are indicated at 3, l and 5 (see Fig. 1), theframe l being the central one and somewhat shorter than the other two,it being practically identical in construction with correspondingportions of the frame members 3 and 5. Each of these frame members 3, l:and 5 consists in this case of four main arched frame pieces, esignatedrespectively by 6, 7, 8 and 9. The frame-pieces 6, 7 and 8 are allillustrated as circular frames, the frame-piece 6 serving as a frame forthe motor (not shown) and the. frame-pieces 7 and 8 serving as propellerframes, while the arched member 9 1s a bowed rod or tube. All four ofthese parts 6, 7, 8 and 9 are preferablyconneeted in such a manner thateach is fastened to every other, these connections being indicated atWhen one is tilted up 10, 11, 12, 13 and 14:, and each is tangent toevery other at its point 'of contact therewith. The three frame-pieces3, 4 and 5 made up in this manner are connected by suitable tie-rods orother members, such as 15, 16, 17 and 18 to form the open or skeletonbox-like main frame 2. At opposite ends of this main frame 2, that is,at opposite sidesof'the aeroplane, may be connected adjustable frames,such as 19 and 20, Each of these ispreferably of the same type ofconstruction as the main frame, but the frames themselves are preferablypivoted to the main frame 2 and made up of horizontal and vertical partspiyotally connected to one another, this construction permitting theupper and'lower sides of the box-like side frames 19 and 20 to movealways in parallelism as they are raised or lowered. The pivot points atwhichthe side-frames 19 and 20 are connected to the main frame Q'areindicated at 21, 2 2,- 23 and 24, and the remaining pivot-'pomts-of thehorizontal and vertical elements of said side-frames are mdicated at 25,26, 27, 2s, 29, 30-, 31 and 32. These side-frames may carry suitablemeans, in the construction, illustrated, for main-v taining theequilibrium of the aeroplane crosswise thereof and may be controlled bysuitable means for tilting them'up or down. the other should always betilted down, and the side-frames are preferably so this result. Strongflexible connections, such 33, are illustrated as extending from theloavermost outer points of the side-frames- 19 and 20 over suitableguides, such as the rolls 34 and 35 located at the pivot-points 21 and23, for maintaining this relation between the movements of the sideframes.

The means for controllin either manually or automatically theequilibrium of the machine crosswise thereof embodies one ,or

more planes shiftabl'e to different angular positions with respecttoside currents or gusts of air. Preferably'the side frames 19 and 20will carry the usual side planes (shown in Fig. 4) and alsoanaddit-ional. controlling plane or planes disposed at a considerableangle to the regular side plane or planes. Here two such controllingplanes are illustrated, one of which. is carried at one side of the mainframe and the other at the opposite side of said frame, thesecontrolling planes being designated by 36 and 37 respectively. .Thcy maybe of any suitable construction andunay be shiftable in any propermanner to different angular positions by wind pressure from one sideorthe other of the machine. They are preferably pivoted at the points 21and 23 and are pendent therefrom at substantially a right angle'to theside planes and-to the transverse I one side or, the machine.

connected as to'pro'duce rectly exposed to-side wind pressure, they arereadily shifted by such pressure, and their movements may betransmittedto the side planes for the purpose of automatically obtaining anadjustment of the angular po sit-ions of the side planes which willcorrespond to the movements of the controlling planes. This movementwill vary in accordance with the strength of the wind strik ing thecontrolling plane, and the side planes will .be tilted more or lessaccording as the controlling planes are shifted more or less by directwind pressure. Thus the angular adjustment of the side planes tomaintain thev equilibrium oft-he machine in the direction of thetransverse axis thereof will correspondto the pressure exerted by thewind or current of air at the side of the machine. The connections fromthe controlling plane or planes 36 and 37 for obtaining this result maybe any suitable for the purpose. They are here shown as connections suchas 38 and 39 leading from the controlling planes directly to the sideplanes.

Similar connections are illustrated at 40, 41,- 42 and 43 between theinner and outer, and

tilted upward, that is, in the opposite direc.

' tion, through substantially the same angle,

this opposite adustment of theside-frames and planes tcndingto maintainthe equilibrium of the machine crosswise thereof. This takes place byreason of the fact that the thrust of the wind on the upper side of thedownwardly tilted side plane on the side of the machine nearest the windtends to tip that side of the machine downward instead of upward, andthe thrust of the wind in the same direction at the opposite side of themachine on the upper side of the upwardly tilted side plane also tendsto force said upwardly inclined side plane and the far side of themachine downward, thus preventing upward movement of the-far side of themachine. In other words the wind striking the upper side of thedownwardly inclined plane at the near side of the machine spills over itand is caught by the upwardly inclined side plane of the far side of themachine and exerts its full pressure elfectively against the upper sideor surface of said plane'and thereby forces that side of the machinedownward. The side planes be'ng oppositely inclined, one downward and neupward, it is obvious that the pressure on both is downward and no lossof lateral equilibrium is permitted, for as soon as a downward pressureon one side of the machine is created, a corresponding downward pressureis called into play at the opposite side of the machine. Were bothplanes adjusted in the same direction, that is, both tilted upward orboth tilted downward, the pressure of the wind in the former case wouldbe exerted on the under surface of the near plane, vand the uppersurface of the far plane, while in the latter case, the wind pressurewould be exerted on the upper sur face of the near plane and the undersurface of the far plane, and in either case would operate to turn themachine over. However, by arranging the side planes oppositely in themanner described, any turning tendency of this kind that exists at anygiven moment is effectively neutralized. In a somewhat similar mannerthe equilibrium of the machine lengthwise'thereof may be automaticallypreserved. For this purpose the front and rear controlling planes arepreferably carried by thefront and rear extensions of the main frame 2.The front extension of the main framework is desig-' nated generally by44 and'the' rear extension by 45. On these front and rear frames aremounted adjustable controlling planes, such for example as the planes46, 47 and 48 shown in Fig. 2. The plane 46 is pivoted at the extremefront end ofthe machine at 49, while the planes 47 and 48 are pivoted at50 and 51 at intermediate points of the front and rear extension frames.In this case the plane 47 .is functionally the ordinary front plane forvarying the elevation of the machine, while the plane 46 is a controlling plane for automatically shifting the position of the frontplane 47. The rear plane 48 is in this case a combined rear plane andcontrolling plane. It is operated by connections, to the front planesand it controls the positions of said front planes. when the windpressure at the end of the machine is exerted at the rear of the same.The planes 46 and 47 are here connected, as by links 52, so as to movein unison to differentangular posit-ions. When a current of air strikesthe under side of the front controlling plane 46 and tends to raise thefront end of the machine the planes 46 and 47 are tilted upward, asshown for example in dotted lines in Fig. 2, and at the same time therear plane 48 is tilted down through suitable connections, as fdrexample to the position indicated in dotted lines, and the equilibriumof the machinein the'direct-ion of its longitudinal axis is thusautomatically maintained. The connections between the front and rearcontrolling planes may be any suitable for the purpose, flexibleconnections, such as 53, passing over suitable guide-rolls, beingillustrated herein for this purpose.

Both the side controlling planes and the end controlling planes. maybeheld by suitable means from shifting their positions unless they areacted on by wind pressure in excess 'of that which would tend to disturbthe equilibrium, The pressure which would 'until they are acted on byexcessive Wind pressure, when the springs will yield and the planes moveas before described. Such springsare illustrated herein in connectionwith the side controlling planes 36 and 37, and the front and rearcontrolling planes l6 and L8. The springs may be of anysuitable type andtheir tension may be adjusted to permit them'to resist wind pressure upto a predetermined point. Said springs are des ignated by 54, 55, 56 and57. They consti-v tute a simple and effective means for preventingunnecessary automatic shifting of the various parts of the mechanismusedto control the equilibrium automatically, though not/interfering inany way with any necessary automatic controlling action for maintainingequilibrium in the direction of either of the horizontal axes of themachine.

As before stated, two propellers are illustrated for the purpose ofdriving the machine. Each of these propellersin the construction showncomprises a hub with radiating propeller blades the ends of which arefastened rigidly to an inelosing rim. This construction gives greatrigidity to the propeller and the el'liciency of each propeller as a"whole correspondingly increased. These propellers are designatedrespectively by Miami 59, and the rims thereof are indicated at 60 and61. At their hubs they are illustrated as pivoted in bearings supportedat the centers of spiders 62 and 63, the ends of the spiders beingfastened to the circular propeller frames 7 and 8.

T he two propellers 58 and 59 are also shown as inclosed in conduitsformed by steeringtubes shiftable to different positions to vary thedirection of flight. These steering-tubes are in'licated at 64, 65, 66and 67, each being connected by a flexible or bellows-like conmotionwith a propeller-casing, such as 68 and 69, to provide a continuousconduit at each propeller through which air may be sucked by thepropeller and by which it may be drivenJ By changing the angularpositions of these. conduits, as indicated for example in Fig. 1., whichshows them. shifted from the normal straight-line positions, it will beclear that the machine as a I a single. controlhn correspond noeneoa Inorder that these tubes" such as 73, 74, 75, 76, 77 and 78 on the.framework to the corresponding tube of the other propeller, the manualcontrolling means for shifting this connector and changing the positionof the steering-tubes simultaneously being placed substantially at thecenter of the flexible connector.

In Fig. 4 I have illustrated a modification of the invention whichillustrates more clearly than the other views the main elements of themachine, to wit, the planes, which shows the angular positions to whichthe controlling planes, etc., may be shifted. It also illustrates asingle controlling plane at the front and rear ends of the machine forautomatically controlling the equilib of the longitudinal In otherrespects the rium in the direction axis of the aeroplane. constructionin this view is or may be substantially identical with that hereinbeforedescribed.

In both of the types of machines illust'rated an inflated gas-bag may beused as an auxiliary to the planes the purpose of preventing a toorapiddescent of'the machine in case any part be comes disabled and thecontrol seriously af fected. This gas-bag or balloon may mountedsubstantially centrally and at its under side may follow the contour offrame member 9, but is not illustrated h in, as it is only anv auxiliaryandthe coir struciion and use of such balloons are Well understood.

in Figs. 5, 6 and 7 l have illustrated. in l the construction of onetype of mancontrolling means that may be employed steer the machine tothe right or to the it or ahead, as the case may be; and to tilt thefront and its equilibrium longitudinally. Preferably handleis used toperform all these functions, and its movements substantially to the andnature of the controlling action desired. The object of'this is toreduce as much as possible the strain on the operator and assure theprompt execution of any controlling function that may be required at anygiven time. In a steering-post 79 is mounted on a suitable frame member80 for turning movement an carries a segment 81 the movements of whichare transmitted inany suitable manner to of the machine for" rear planesto maintain direction and the construction illustrated chine butconnected t whi th load may he picker. up, i a power-- operated winch,after the machine has IlSGll.

the flexible connectors 7 2 by means of which the steering-tubes areoperated. It will be clear that these tubes will be turned to the rightor to the left as the handle 82 is turned to the rig-ht or to the left,as said handle is secured to the upper end of the steeringrod 88, whichthough pivoted at Set on the post 79 ,always turns with said post aboutits longitudinal axis. The tube 85 surrounds the steering-post 79, andon it is fastened a locking segment 86 cooperative with a locking-pawl87 slidable on the steering-rod 83. This pawl has a spring 88 interposedbetween it and the fixed stop 89 on the rod 83 and isnormally held outof engagement.

with the, teeth of the segment 86. The pawl, however; may be forced intolocking engagement with the teeth of the segment in any angular positionof the steering-rod or lever 88 when said lever is turned about itspivot 84. This pawl is shown as operated by a locking and releasinghandle 90 having suit-able connections, such as the flexible con-.

duct-or 91 and the lever 92 for operating the pawl. The pawl 87 isguided on the rod 83 and also on a separate guide-rod 93 secured to thepivot of the lever 83. The combined steering-rod and lever 83and'segment 86 and the guide-rod 93 all move in unison when the lever 83is turned about-its pivot 84. This movement may be transmitted, asthrougha flexible conductor 94, to any suitable mechanism, such forexample as that for shifting the positions of the front and rearcontrolling planes.

When the gas-bag or other means hereinbefore referred to is employed forchecking the descent of the aeroplane, the air-ship as a whole may beconsiderably lighter than air, that is, the gas-bag or other means formaking the machine buoyant may be such as normally to cause the machineto n such cases I y employ means for 1ncreasing the we of ne air-shipafter it has ascended. and it considerably heavier than air, i. Thismeans may be a load of any weight, normally Hus by the nine as bv a.cable,

to a su'tliciciit height to per lit it to be propelled. This load may becarried at any suitable point on the mcvorlr after it has been raised.It constitutes a supplemental load which permits ascension of an airshipnormally lighter than air, and converts it im. an airship heavier thanair after the r inc has risen the proper distance. What I claim is: i

-1. In an aeroplane, the combination with the main frame, of meansoperated by nat ural air currents and con'iprising controlling planes atthe sides of the machine, for antomatically maintaining the equilibriumof ascend. I

the aeroplane in. a crosswise direction, andmeans also operatedbynaturalair currents and comprising controlling planes anged fore and aft of themachine, to tomatically maintain longitudinal equilibrium.

2. An aeroplane-embodying, side planes adjustable to difierent positionsfor maintaining the equilibrium of the aeroplane in one direction, andmeans comprising controllingplanes at the sides of the machine, forautomatically adjusting the positions of 'both of said side planes.

3. An aeroplane embodying side planes adjustable to diiferent positionsfor maintaining the equilibrium of the aeroplane in one direction, andmeans comprising controlling planes at opposite sides of the machine forautomatically adjusting said side planes in opposite directions.

4. An aeroplane embodying a pair of side planes at opposite sides of themachine, and means, including controlling planes at opposite sides ofthe machine and disposed at considerable angles to said side planes andto side air currents for automatically shif ing the positions of saidside planes to maintain the equilibrium of the aeroplane crosswisethereof. a l

5. In an,aeroplane, the combination with the main frame thereof, ofmeans operated by natural air currents and including a hingedcontrolling plane at the side of the machine and disposed at aconsiderable angle to side air-currents, for automatically maintainingthe equilibrium of the aeroadjustable controlling plane at the side ofthe machine, for automatically maintaining the equilibrium of theaeroplane in the direction of one of its horizontal axes, and means forpreventing such. automatic adjustment .of said controlling plane by airera-rents exerting less than a predetermined pressure.

7. In an aeroplane, the combination with. the main frame thereof, ofmeans operated by natural air ciu'rents, and including adjustable sideand end controlling planes, for automatically maintaining theequilibrium of the aeroplane both crosswise and length u 'ise thereof,and independent means, cooperative respectively with. such side and endcontrolling planes, for preventing such automatic adjustment of itscontrolling planes by air currents exerting less than a predeterminedpressure.

8. in an aeroplane, the combination with propelling mechanism, of aframework therefor embodying a plurality of arched frame-pieces disposedcrosswise of the ma-' chine and in a common plane and also embodyingmeans for fastening said arched 1 frame-pieces together to form astructure substantially rigid crosswise of the machine.

9. \In an aeroplane, the combination with propelling mechanism, of aframework therefor embodying a plurality of trans- --verse frames eachhaving a plurality of arched frame-pieces disposed crosswise of themachine andin a common plane and each also havin means for fasteningsaid arched frame-pieces together to form a structure substantiallyrigid crosswise of the machine.

bodying means for forming a structure substantially rigid crosswise ofthe mr chine, sald framework includlng a pair of substantially circularpropeller frames and a substantially circular motor frame.

12. In anaeroplane, the combination with propelling mechanism, of aframework therefor embodying four arched framepieces disposed in acommon plane and each tangent to every other, and means for fasteningsaid frame-pieces together.

, 18. In an aeroplane, the combination with propelling mechanism, of aframework therefor embodying four arched framepieces disposed in acommon plane and each tangent to every other, two of them beingsubstantially circular propeller frames and a third a substantallycircular motorframe, and means for fastening said frame memberstogether.

Signed at New York, in the county of New York, and State of New York,this 12th day of March, A. D. 1909.

BEltNlLlR-D MONTGOMERY BESKOW.

Witnesses:

R. CHAMPION, LAURA E. SMITH.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents. Washington, D. C.

